2025 ETOPS CQ Flashcards
Q.9.1 What basic philosophy encompasses ETOPS operations?
Preclude and protect.
Reference: IFOM 6.0, AC 120-42B
Q.9.2 Describe the ETOPS operational philosophy of preclude and protect.
Do everything operationally possible to preclude a diversion to an alternate airport. If a diversion was to occur, protect the diversion to an alternate airport.
Reference: IFOM 6.2, AC 120-42B
Q.9.3 What is the maximum diversion time for a B737MAX operating under ETOPS?
180 minutes - All ETOPS flights must remain within 180-minutes of a Suitable Airport (ETOPS Alternate Airport).
The 180 minute time requirement is the same for a NG, however, the distance is slightly different.
Reference: IFOM 6.4.2, IFOM Table 6.1, IFOM Figure 6.4
Q.9.4 What are the requirements for an airport to be listed as an ETOPS Alternate Airport on the dispatch release?
ETOPS alternates must meet adequate airport requirements (available and operational) as well as ETOPS alternate weather minimums.
Reference: IFOM 6.5.4
Q.9.5 Where can you find the criteria used (prior to takeoff) in determining the weather minimums required for an ETOPS alternate airport?
IFOM 5.3.2 Dispatchers and Pilots must derive alternate airport weather minimums from Table 5.2 Alternate Airport IFR Weather Minimums, as well as follow all provisions as stated in IFOM 5.3.2.
Reference: IFOM 6.5.6, OpSpec C055, ETOPS Reference Card
Q.9.6 What weather minimums are required in order to keep the ETOPS Alternate valid, once the aircraft is airborne and prior to the ETOPS Entry Point (EEP)?
After an ETOPS flight departs, designated ETOPS en route alternates remain adequate as long as weather reports or forecasts indicate weather at or above CAT I landing minimums for the period during which the airport could be used for diversion.
Reference: IFOM 3.1.3, IFOM 3.3.3, IFOM 6.6
Q.9.7 After passing the EEP, if an ETOPS Alternate Airport becomes unavailable, how should the Flight Crew respond?
After passing the EEP, a flight is not required to turn back. If an alternate becomes unusable, the Captain, in coordination with the Dispatcher, shall evaluate the situation and make a decision as to the safest course of action. If different adequate airport is not available, the decision may be to turn back, reroute to another ETOPS alternate, or continue on the planned route.
Reference: IFOM 6.6
Q.9.8 How far in advance of an ETOPS flight can the pre-departure service check (PDSC) be performed? How long is it valid for?
PDSC can be accomplished no more than four hours prior to scheduled departure. It is valid until four hours after scheduled departure time. A PDSC re-accomplishment is required if the four-hour time limit is exceeded before the flight is pushed from the gate.
Reference: IFOM 6.10
Q.9.9 Who do you contact if you have questions regarding PDSC validity?
Contact Dispatch and request a conference call with Maintenance Operations Control to jointly resolve the issue.
Reference: IFOM 6.10
Q.9.10 If a flight returns to the departure station due to a mechanical issue, is a new PDSC required?
Yes, a new PDSC is required. Consult with Dispatch and Maintenance Control.
Reference: IFOM 6.10
Q.9.11 What resources are available to help the Flight Crew in determining the procedures required for an ETOPS Verification Flight (EVF)?
Specific policies related to these flights can be found in IFOM 6.10.2. Dispatch, Maintenance Control, and CP-NOC can also have information regarding the requirements for each specific flight.
Reference: IFOM 6.10.2
Q.9.12 What actions should the Crew take if the fuel onboard at the ETP is expected to be less than the critical fuel scenario requirement on the dispatch release?
The Captain should make contact with Dispatch to review the critical fuel reserve computation. A review of the critical fuel reserve computation should include the following:
• ETOPS Alternate to be used, including the availability of a closer ETOPS alternate airport.
• The most current winds and weather conditions
• Use of operational minimums versus Dispatch minimums
• Reduced one-engine cruise speeds in case of diversion
• Any other factors applicable to the flight
After reviewing all applicable factors, the Captain and Dispatcher must concur on a plan for the safe continued operation of the flight, which may include continuation to the destination.
Reference: IFOM 6.6
Q.9.13 What three scenarios are analyzed in determining the amount of ETOPS Critical Fuel required for each flight?
• A rapid decompression at the most critical point (ETP) followed by a descent to a safe altitude compliant with oxygen supply requirements.
• A rapid decompression with a simultaneous engine failure at the most critical point (ETP) followed by descent to a safe altitude compliant with oxygen supply requirements and continued flight at the approved one-engine inoperative cruise speed.
• Engine failure at the most critical point (ETP) followed by descent to the one-engine inoperative cruise altitude and continued flight at the approved one-engine inoperative cruise speed.
Reference: IFOM 6.5.9
Q.9.14 What is the approved one-engine inoperative cruise speed if a diversion is required during an ETOPS flight? Can this speed be changed by the Flight Crew?
Mach 0.79 / 290 KIAS
Although the Dispatch Release, time, and critical fuel scenario are based on the use of one-engine diversion speed, the Flight Crew has the flexibility of operating at any speed between the minimum maneuvering speed and the maximum certified operating speed as the situation warrants.
Reference: IFOM 6.4.2
